Air-brake.



PATENTEDYAN. 22,1901.

Nay-841,751.

INVENTfiR H. H. WESTINGHOUSE.

AIR BRAKE AP PLIOATION FILED OUT. 6. 1904.

wrrnsssias lilo. 841,751.

srrArEs- PATENT oEEIcE.

"HENRI H. WESTINGHOUSE, or NEW YORK, Assicxo'a TO THE WESTINGHO SE AIR BRAKE COMPANY, or PITTSBURG, PENNSYL- VANIA, A coEPoEa'rIoN'UF PENNSYLVANIA.-

AIR-BRAKE.

Specification'of Letters Patent.

Application filed mm 6, 1904.. Serial 110427.374.

To all whom it mai concern: l

Beit known that 1,..HENRY H. Wnsrmc- HOUSE, a citizen of the United States, resid useful Improvement in Air-Brakes, of which the following is a specification.

i This invention relates to automatic airbrakesjfor railway-cars, and has for its prin cipal Object to provide means for controlling the release ofthe brakes upon thelocomot'ive r head carindependently of the other cars of the train, whereby the train-brakes may be released while the brake on the locomotive or head car may beretained applied as long as desired.-

This invention maybe applied either to' supplying air from the main reservoir to the train-pipe for releasing the train-brakes the exhaust from the triple valve on the locomo tive would be held closed and the brake applied until the brake-valve was returned to running lposition, at which time the locomotive trip ev alve exhaust-port was opened to "the, atmosphere and the brake released.

With this prior device, however, the brakevalve couldbe left in full release position for only a short period of time for fear of overcharging the train-pipe, and consequently completely control the same.

so provement, wh1ch,compr1ses@a motormans the locomotiiie-brake could not be held applied for any appreciable length oftime when the trainbrakes' were released.

It is often desirable in the operation of trains, and particularly of electric cars or trains, to be able after the brakes are applied to reduce the braking pressure or to partially release the same and then to hold or grade down or entirely. release the remaining pres sure, as desired, in order to accurately gage the position of the train in stopping and to This result maybe accomplished by means of my imo r enginecrs. brake valve having ports for :supplyingair to the train-pipe'at the. usual operatingto hold the exhaust from the brakecylinder on the head car closed. As the air is supplied through the feed or reducing valve to the train-pipe, there is no danger of overcharging the train-pi e, and the brakevalve may therefore be le in this position as long as it is desired to retain the braking pressure on the head car. By a further movement of the brake-valve this remaining brake-cylinder pressure may be graded down or released, as desired.

Another feature of-the invention comstandard degree of train-pipe pressure for re-- leasing the train-brakes and at the same time prises a simple and compact form of brakevalve'in which the. ports areso arranged as to reduce to a minimum the amount of metal required in "the structure and to produce an efiicient and durable device.

In the accompanying drawings, Figure 1 is a vertical sectional view of my improved brake-valve, the valve and seat being indi- 'cated in a section taken on the line A A101 Fig. 3; Fig. 2, a similar view showing the valve in section, taken on the line B B of Fig. 3 Fig. 3, a plan view of the valve-seat of the brake-valve Fig. 4, a face View of the rotary valve; Fig. 5, a diagrammatic plan view showing the relative positions of the ports in the rotary valve and its seat when the brakevalve is inposition for supplying air to the trainpipe for releasing the train-brakes and holding the head-brakes applied; and Fig. 6,

a diagram showing the main reservoir, brakevalve, feed-valve, and triple valve connected up. in accordance w1th my invention.

As shown m the drawings, the main reser voir 1 communicates, through the feed or reduc'ing valve 2, with the main-reservoir-pipe connection 3 of the motormans brake-valve 4, so that the air admitted irom the main res' ervoir to the train-pipe by the brake-valve for releasing the train-brakes and recharging the train-pipe and auxiliary reservoirs is reduced to the desired normal de ree of train- .plpe pressure for which the feed-valve is aduste I The brake-valve comprises a seat-section 5', havmg port 6 communicating with the main reservoir-pipe connection 3', port 7 leading to the train-pipe 8, .port 9 commumcating with the pi e 10,-.leading-fromgthe exhaust of the trip a valve 11, a'centrallytrain.

, tary valve.

mosphere throughpipe 13, if desired.

On the valve-seat in chamber 14 is'mounted the rotaryvalve 15,'having a large through-- port 16 for connecting ports 6 and 7 in the valve-seat, and a large cavity 18, which is provided with a central opening 20 in the face ofthe valve in constant open communication with the central exhaust-port 12 in the valve-seat, a port-opening 19 for registering with either the train-pipe port 7 or the triplevalve exhaust-port 9, and two small ports 21 and 22 tor connecting with the train pi e port 7 in making train-pipe reductions'f dr producing service applications of the brakes.

A small passage 17 may be used Ior admit ting air at all times from the main-reservoir connection 3 to the chamber 14 above the ro- Each car is equipped with the usual train-pipe, auxiliary reservoir, triple valve, and brake-cylinder, as will be readily understood.

, The operation of my improved device is as follows: When the brake-valveis set in full release position, the'port 16 connects ports 6 and 7, while port 19 registers with port 9, and air is supplied from the main reservoir through the feed-valve 2, ports ,6, 16, and 7 to the train-pipe 8, charging the same and the auxiliary reservoirs to the standard degree of pressure for which the feed-valve is adjusted. At the same time the triple-valve exhaust is open to the atmosphere through pipe 10, ports 9 19, cavity 18, and exhaustort 12. When a service application of the rakes is desired, the brakeval-ve is turned to a position in which one or both of ports 21 and register with port thereby making a reduction in train-pipe pressure, which discharges through cavity 18 and exhaust-port 12, and causing the usual action of the triple valves to apply the brakes throughout the When a sufiicient reduction has been made, the valve is turned back to lap position, in which all ports are closed. The emergency applicationis produced by turning the valve to a position in which the large port 19 registers with the train-pi e port 7, whereby a sudden and greater re notion is made in train-pi e pressure, causing quick action of the trip e valves through the train in the usual way.

It then it be desired to reduce the brakingpressure without entirely releasing the same, the brake-valve may be turned to the train-brake-release position, (indicated in Fig. 5,) in which the air is sup lied from the main reservoir through the codvalve and ports 6, 16, and 7 to the train-pipe for releasing the triple valves throughout the tram; but the port 9 is held closed, so that the pressure is retained in the brake-cylintiers of the head car or locomotive, and this brake may be held applied as long as desired, while the train-pipe and auxiliary reservoirs of the train are recharged, since there is no danger of overcharging-the train pipe. This brake-cylinder pressure may then be graded down by turning the brake-valve to full re- In both and the triple-valve exhaust a very simp e and compact form of device is produced.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In an air-brake apparatus the combination with a trainipe and triple valve, of a feedvalve, a bra e-valve having ports for supplying through the feed-valve to the tram-pipe in one position and means oper ated by the movement of the brake-valve to this position for closing the exhaust from the triple valve. 7 I

2. In an air-brake apparatus the combinaing-valv'e, and triple valve, of a rake-valve having ports for sup'lplyingair fromthe main reservoir through tr e feed or reducing valve to the train-pipe in one position, and means operating 11 on the movement of the braketion with a main'reservoir, train-pipe, reducvalve'to thls position for holding the 'triplevalve exhaust closed. Y

3. In an air-brake apparatus the combination with a main reservoir, trainipe, reducing-valve, and triple valve, of a lirake-valve having ports for su plying air from the main reservoir through the feed or reducing valve to the train-pipe in two positions, and means operating upon the movement of the brakevalve to one of said positions for holding the triple-valve exhaust closed and to the other of said positions for opening said triple-valve exhaust.

4. In an air-brake apparatus the combination witha main reservoir, train-pipe,.reduc ing-valve and triple valve, of a brake-valve having ports adapted in one position to open communication from the main reservoir through the feed-valve to the train-pipe, and to close the triple-valve exhaust.

5. In an air-brake apparatus the combination with a main reservoir, train-pipe, reduc ing-valve and triple valve, of a brake-valve having ports adapted in one position to open' communication from the main reservoir through the feed-valve to the train-pi e, and

to close the triple-valve exhaust, an in another position to maintain the communication open from the main reservoir through the feed-valve to the trainipe and open the exhaust from the triple va ve.

6. In an air-brake apparatus, the combination witha reservoir, a traimpipe, and a triple valve, of a brake-valve provided with a seat havin ports communicating respectively with the train-pipe and the triple-valve exhaust, and a centrally-located exhaustort, a rotary valve mounted on said seat and aving a cavity communicating with said exhaust-port and adapted in one position of the valve to connect with the trainipe, and'in another position With the triple-valve exhaust.

7. A brake-valve comprising a valve-seat having ports communicating with the trainpipe, the triple-valve exhaust and the main reservoir respectively, and an exhaust-port other positionto connect the triple-valve exhaust with the exhaustort.

In testimonywhereo I have hereunto set my hand.

, HENRY H. WESTINGHOUSE. Witnesses: R. F. EMERY,

- JAMES B; MACDONALD. 

